US11354950B2 - Aircraft monitoring system - Google Patents
Aircraft monitoring system Download PDFInfo
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- US11354950B2 US11354950B2 US16/642,826 US201816642826A US11354950B2 US 11354950 B2 US11354950 B2 US 11354950B2 US 201816642826 A US201816642826 A US 201816642826A US 11354950 B2 US11354950 B2 US 11354950B2
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- 238000005259 measurement Methods 0.000 claims description 42
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Images
Classifications
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- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
- G07C5/0841—Registering performance data
- G07C5/085—Registering performance data using electronic data carriers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
- B64F5/60—Testing or inspecting aircraft components or systems
-
- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04B—TRANSMISSION
- H04B7/00—Radio transmission systems, i.e. using radiation field
- H04B7/14—Relay systems
- H04B7/15—Active relay systems
- H04B7/185—Space-based or airborne stations; Stations for satellite systems
- H04B7/18502—Airborne stations
- H04B7/18506—Communications with or from aircraft, i.e. aeronautical mobile service
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
- B64D2045/0085—Devices for aircraft health monitoring, e.g. monitoring flutter or vibration
Definitions
- an aircraft monitoring system comprises one or more sensors for monitoring one or more parameters of the aircraft.
- Such a monitoring system is used in particular to detect the occurrence of a failure, or else to anticipate the occurrence of a failure by analyzing changes in one or more parameters of the aircraft (a process referred to as health monitoring). Such a monitoring system may also make it possible to validate the presence of any piece of equipment or object in the aircraft.
- the sensors When designing an aircraft, it is often difficult to integrate a monitoring system. Specifically, the sensors sometimes need to be positioned in locations that are awkward to access, and it is often difficult to ensure that the measurements taken by the sensors are returned to a data concentrator or to maintenance equipment.
- the cables to which the sensors are connected may present considerable weight and they are sometimes difficult to install. Cables also tend to reduce the reliability of the monitoring system, in particular when they pass through environments subjected to severe environmental constraints (temperature, vibration, impacts, etc.).
- the monitoring system is difficult to certify, since the sensors and the cables might interact with numerous external pieces of equipment belonging to other systems, either voluntarily via electrical connections, or else involuntarily by generating various disturbances.
- An object of the invention is to facilitate integrating and certifying a monitoring system in an aircraft during its design stage or in a pre-existing aircraft.
- an aircraft monitoring system comprising an LPWAN network made up of pieces of measuring equipment and an LPWAN reception terminal, the LPWAN reception terminal also being adapted to be connected to maintenance equipment of the aircraft, each piece of measuring equipment comprising:
- each piece of measuring equipment includes its own LPWAN transmitter for transmitting the measurement data and also an independent power source for supplying it with power, only the LPWAN reception terminal needs to be connected to the on-board network. This serves to simplify integrating and certifying the monitoring system of the invention in a new aircraft or in a pre-existing aircraft.
- the main control component can deactivate the LPWAN transmitter by physically cutting off its power supply.
- the main control component is thus certain to be able to deactivate the LPWAN transmitter in the event of an operating problem that might lead to RF energy being transmitted in a manner that is incompatible with the above-mentioned standard.
- FIG. 1 shows a monitoring system of the invention
- FIG. 2 shows a piece of measuring equipment of the monitoring system of the invention.
- the monitoring system of the invention 1 is installed on board an aircraft.
- the monitoring system 1 comprises various pieces of measuring equipment 2 a , 2 b , and 2 c , and an LPWAN reception terminal 3 .
- the pieces of measuring equipment 2 a , 2 b , 2 c and the LPWAN reception terminal 3 make up an LPWAN network.
- LPWAN stands for Low-Power Wide-Area Network.
- An LPWAN is technology that provides RF communication of data at a rate that is low and over distances that are long.
- the LPWAN network is a long-range (LoRa) network.
- the LPWAN network could be a different LPWAN network, e.g. a Sigfox network.
- all the pieces of measuring equipment 2 a , 2 b , and 2 c are identical at hardware level.
- the software functions implemented depend on the application in which each piece of measuring equipment 2 is used.
- Each piece of measuring equipment 2 operates in two modes of operation: a first mode of operation and a second mode of operation.
- first mode of operation transmission of LPWAN signals by the measuring equipment 2 is deactivated.
- second mode of operation transmission of LPWAN signals by the measuring equipment 2 is activated.
- the mode of operation used depends on the stage of flight in which the aircraft is to be found.
- the first mode of operation corresponds to predetermined stages of flight comprising the initial taxiing stage, the takeoff stage, the climb stage, the cruising stage, the descent stage, the approach stage, the landing stage, and the final taxiing stage.
- the second mode of operation corresponds to the stage in which the aircraft is parked.
- each piece of measuring equipment 2 includes an independent power source 5 that powers the components of the measuring equipment 2 . There is therefore no need to connect the measuring equipment 2 to an external power supply.
- the independent power source 5 comprises a battery having low leakage current (e.g. a battery of the lithium thionyl chloride type).
- the measuring equipment 2 also includes a main control component 6 .
- the main control component 6 manages the operation of the entire piece of measuring equipment 2 .
- the main control component 6 is a microcontroller, however it could be a different component, e.g. a field programmable gate array (FPGA), an application-specific integrated circuit (ASIC), a processor, etc.
- FPGA field programmable gate array
- ASIC application-specific integrated circuit
- the measuring equipment 2 also includes an LPWAN antenna 7 , a bandpass filter 8 , and an LPWAN transmitter 9 .
- the bandpass filter 8 is located between the LPWAN transmitter 9 and the LPWAN antenna 7 .
- the bandpass filter 8 passes a predetermined frequency band and strongly attenuates frequencies outside the predetermined frequency band.
- the predetermined frequency band is 863 megahertz (MHz) to 928 MHz.
- the rejection of the bandpass filter 8 is equal to at least 60 decibels (dB). In the working passband, the bandpass filter should attenuate as little as possible.
- the main control component 6 continuously monitors the configuration parameters of the LPWAN transmitter 9 .
- the main control component 6 monitors the transmission power setting for the LPWAN signals generated by the LPWAN transmitter 9 , and the transmission frequency setting for the LPWAN signals.
- the measuring equipment 2 also includes a main cut-off member 10 connected between the independent power source 5 and the LPWAN transmitter 9 .
- All the components of the measuring equipment 2 are thus powered directly by the independent power source 5 , with the exception of the LPWAN transmitter 9 that is powered by the independent power source 5 via the main cut-off member 10 .
- the main control component 6 opens and closes the main cut-off member 10 selectively.
- the main cut-off member 10 is normally open (cutting off the power supply to the LPWAN transmitter 9 ).
- the cut-off member closes (powering the LPWAN transmitter 9 ) only when transmission is necessary and authorized.
- the main control component 6 In the event of detecting a configuration error for the LPWAN transmitter 9 , the main control component 6 then generates a failure message specifying that the failure is located in the LPWAN transmitter 9 .
- the main control component 6 ensures that the LPWAN transmitter 9 does not transmit for more than 3 seconds in every 3600 seconds by opening the main cut-off member 10 after 3 seconds. This limits the amount of RF energy transmitted by the measuring equipment 2 .
- the measuring equipment 2 also includes first operation detection means 12 .
- the first operation detection means 12 comprise a first secondary cut-off member 13 connected between the independent power source 5 and the LPWAN transmitter 9 , together with an accelerometer 15 and a first secondary control component 16 connected to the accelerometer 15 .
- the first secondary control component 16 is arranged to open and close the first secondary cut-off member 13 selectively.
- the accelerometer 15 is a sensor that produces measurements of the acceleration to which the equipment 2 is subjected.
- the first secondary control component 16 acquires these acceleration measurements, and on the basis of the acceleration measurements, it can detect whether the aircraft is to be found in a stage of flight corresponding to the first mode of operation of the measuring equipment 2 .
- the first secondary control component 16 opens the first secondary cut-off member 13 .
- the power supply to the LPWAN transmitter 9 is thus cut off, and the LPWAN transmitter 9 is thus deactivated and can no longer transmit LPWAN signals.
- the measuring equipment 2 thus enters the first mode of operation.
- the measuring equipment 2 also includes second operation detection means 18 .
- the second operation detection means 18 comprise a second secondary cut-off member 19 connected between the independent power source 5 and the LPWAN transmitter 9 , together with a gyro 20 and a second secondary control component 21 connected to the gyro 20 .
- the second secondary control component 21 is arranged to open and close the second secondary cut-off member 19 selectively.
- the gyro 20 is a sensor that produces measurements of the angular position of the measuring equipment 2 .
- the second secondary control component 21 acquires the angular position measurements and, on the basis of the angular position measurements, it can detect whether the aircraft is to be found in a stage of flight corresponding to the first mode of operation of the measuring equipment 2 .
- the second secondary control component 21 opens the second secondary cut-off member 19 .
- the power supply to the LPWAN transmitter 9 is thus cut off, and the LPWAN transmitter 9 is thus deactivated and can no longer transmit LPWAN signals.
- the measuring equipment 2 thus enters the first mode of operation.
- the first secondary control component 16 and the second secondary control component 21 thus operate independently to cut off the power supply to the LPWAN transmitter 9 on the basis of independent measurements of two distinct parameters (acceleration and angular position).
- the measuring equipment 2 also includes a current-limiting component 23 connected between the main cut-off member 10 and the LPWAN transmitter 9 .
- the current-limiting component 23 is designed to supply current up to some maximum so as to enable the LPWAN transmitter 9 to transmit a message at the power that is required (but no more), i.e. to generate LPWAN signals at a power that is limited.
- the current-limiting component 23 thus prevents the LPWAN transmitter 9 from generating LPWAN signals at power greater than a predetermined maximum power.
- the predetermined maximum power includes an additional margin representing the operating power of the component. This operating margin makes it possible to ensure that the power is sufficient to transmit a message regardless of the conditions in which the measuring equipment 2 is operating: environmental conditions, component tolerances, component ageing, etc.
- the main control component 6 monitors the current limiting performed by the current-limiting component 23 . When the current being passed by the current-limiting component 23 is greater than the maximum current, the main control component 6 opens the main cut-off member 10 .
- the combined action of the current-limiting component 23 and of the main cut-off member 10 which is opened by the main control component 6 at the end of 3 seconds of transmission (or earlier), defines the predetermined maximum energy supplied for transmitting LPWAN signals.
- the energy required is less than or equal to the predetermined maximum energy.
- the maximum energy corresponds to a transmission power of 25 milliwatts (mW) for a duration ⁇ T corresponding to the duration of transmitting a message.
- the measuring equipment 2 also includes a plurality of sensors 24 , including a temperature sensor, a pressure sensor, a humidity sensor, and an impact sensor.
- sensors 24 It is not necessary for all of the sensors 24 to be active. The use made of the sensors 24 depends on the application in which the measuring equipment 2 is used.
- the measuring equipment 2 also includes a global positioning system (GPS) antenna 26 and a GPS receiver 27 .
- GPS global positioning system
- the GPS receiver 27 is a sensor that produces position measurements that serve to estimate a position for the measuring equipment 2 .
- Measurement data is acquired and stored by a data storage module 28 .
- the measurement data comprises temperature, pressure, humidity, and impact/acceleration measurements as produced by the sensors 24 , angular position measurements as produced by the gyro 20 , and position measurements as produced by the GPS receiver 27 .
- the main control component 6 is connected to the data storage module 28 and it produces warning messages when it detects abnormal conditions on the basis of the measurement data, e.g. a temperature that is too high inside an engine nacelle.
- the measuring equipment 2 also includes a radio frequency identification (RFID) antenna 30 and a passive RFID transmitter 31 including an RFID memory.
- RFID radio frequency identification
- the main control component 6 can store any data in the RFID memory.
- the external RFID reader supplies electrical energy via the RFID antenna 30 to the passive RFID transmitter 31 .
- the passive RFID transmitter 31 is then powered and activated.
- the passive RFID transmitter 31 transmits the data contained in the RFID memory to the external RFID reader via the RFID antenna 30 .
- the main control component 6 , the first secondary control component 16 , and the second secondary control component 21 also perform a function of internally monitoring the measuring equipment 2 .
- the internal monitoring function consists in testing the measuring equipment 2 , in diagnosing a failure in the measuring equipment 2 , and in identifying a failed component.
- the first secondary control component 16 monitors more particularly the first operation detection means 12 .
- the second secondary control component 21 monitors more particularly the second operation detection means 18 .
- the main control component 6 opens the main cut-off member 10
- the first secondary control component 16 opens the first secondary cut-off member 13
- the second secondary control component 21 opens the second secondary cut-off member 19 .
- the LPWAN transmitter 9 is then no longer powered, and it is not possible to transmit LPWAN signals.
- the measuring equipment 2 thus enters the first mode of operation.
- a failure message is then stored by the main control component 6 in the RFID memory. It is thus possible to obtain information about the failure, even in the absence of any LPWAN signals being transmitted.
- the main control component 6 also detects the stage of flight in which the aircraft is to be found by using the measurement data supplied by the sensors 24 , by the accelerometer 15 , by the gyro 20 , and by the GPS receiver 27 .
- the main control component 6 then adapts the sampling frequencies of the sensors 24 , of the accelerometer 15 , of the gyro 20 , and of the GPS receiver 27 to match the stage of flight in which the aircraft is to be found.
- Adapting a sampling frequency to the stage of flight serves to reduce the sampling frequency in a stage of flight that does not require measurements to be taken at a high frequency, thereby reducing the energy consumption of the measuring equipment 2 and thus increasing its battery lifetime.
- engine nacelles are heavily stressed during certain stages of flight.
- a nacelle is subjected to large variations in temperature and in levels of vibration during the takeoff and climb stages of the aircraft, and to large variations in pressure during the descent, approach, and landing stages of the aircraft. It is thus appropriate, during these stages, to make use of a high sampling frequency for the temperature, pressure, and impact sensors. In contrast, this sampling frequency can be reduced during other stages of flight.
- the measuring equipment 2 comprises a first piece of equipment 2 a , a second piece of equipment 2 b , and a third piece of equipment 2 c.
- the first piece of measuring equipment 2 a is positioned on landing gear of the aircraft.
- the first piece of measuring equipment 2 a is for measuring one particular parameter of the aircraft, specifically the impacts to which the aircraft is subjected during each landing.
- the first piece of measuring equipment 2 a thus produces measurement data comprising the impact measurements, and it stores the measurement data. It is thus possible, on the basis of the impact measurements, for the first piece of measuring equipment 2 a to detect a “hard” landing. The first piece of measuring equipment 2 a produces a warning message when a hard landing is detected.
- the measurement data, the warning messages, and the failure messages are transmitted by the first piece of measuring equipment 2 a to the LPWAN reception terminal 3 .
- the measurement data and the warning messages serve in particular to perform predictive maintenance of the landing gear, and also to perform overall monitoring of landing gear in a fleet of aircraft.
- the second piece of measuring equipment 2 b is positioned on the nacelle of an engine of the aircraft.
- the second piece of measuring equipment 2 b is for measuring various parameters of the aircraft, and specifically a temperature and a pressure existing within the nacelle.
- the second piece of measuring equipment 2 b thus produces measurement data comprising temperature measurements and pressure measurements, and it stores the measurement data.
- the second piece of measuring equipment 2 b can likewise detect abnormal operating conditions.
- the second piece of measuring equipment 2 b produces a warning message when abnormal conditions are detected.
- the measurement data, the warning messages, and the failure messages are transmitted by the second piece of measuring equipment 2 b to the LPWAN reception terminal 3 .
- the measurement data and the warning messages serve in particular to perform predictive maintenance of the nacelle and of the engine, and also to perform overall monitoring of nacelles in a fleet of aircraft.
- the third piece of measuring equipment 2 c is positioned on a container (or unit load device (ULD)) positioned in the aircraft.
- a container or unit load device (ULD)
- the third piece of measuring equipment 2 c is for measuring climatic conditions inside the container on which the third piece of measuring equipment 2 c is positioned, and specifically pressure, temperature, impacts, and humidity.
- the third piece of measuring equipment 2 c thus produces measurement data, and it stores the measurement data.
- the measurement data, the warning messages, and the failure messages are transmitted by the third piece of measuring equipment 2 c to the LPWAN reception terminal 3 .
- the measurement data enable the container to be geo-located with good accuracy in order to ensure that the container is indeed positioned within the aircraft.
- the LPWAN reception terminal 3 controls of the LPWAN network made up of the pieces of measuring equipment 2 and the LPWAN reception terminal 3 .
- the LPWAN reception terminal 3 includes an LPWAN transceiver.
- the LPWAN reception terminal engages in unidirectional wireless communication with the pieces of measuring equipment: the pieces of measuring equipment 2 transmit LPWAN signals to the LPWAN reception terminal 3 , which receives said LPWAN signals.
- the LPWAN reception terminal 3 receives and stores the measurement data, the warning messages, and the failure messages transmitted to the LPWAN reception terminal 3 by the pieces of measuring equipment 2 .
- the LPWAN reception terminal 3 is also connected to the on-board network of the aircraft.
- the LPWAN reception terminal 3 is connected by a power supply cable to a power source of the aircraft, which serves to power the LPWAN reception terminal 3 .
- the LPWAN reception terminal 3 is also connected by a communication cable to maintenance equipment of the aircraft.
- the LPWAN reception terminal 3 transmits the measurement data, the warning messages, and the failure messages to the maintenance equipment of the aircraft.
- the maintenance equipment forms part of a maintenance system of the aircraft.
- the role of the maintenance system is in particular to receive, to process, and to transmit the measurement data, the warning messages, and the failure messages to first ground equipment.
- the measurement data, the warning messages, and the failure messages then enable maintenance operations to be organized, which operations may comprise replacing, adjusting, testing, or monitoring a piece of equipment, for example.
- the LPWAN reception terminal 3 may also be connected directly to second ground equipment including an LPWAN transceiver.
- the first ground equipment and the second ground equipment could possibly comprise a single piece of equipment.
- the LPWAN reception terminal 3 can communicate with the second piece of ground equipment when the aircraft is on the ground, and also while the aircraft is in flight.
- the LPWAN reception terminal 3 downloads all of the measurement data, the warning messages, and the failure messages coming from all the pieces of measuring equipment 2 in the LPWAN network by transmitting to the second piece of ground equipment when the aircraft is on the ground and stationary (during a stage of parking).
- the pieces of measuring equipment 2 which communicate with the LPWAN reception terminal 3 via a wireless link and which are fitted with respective independent power sources 5 , are themselves mechanically integrated in various different zones without any physical interface with the on-board network of the aircraft. This serves to simplify integrating the monitoring system 1 in the aircraft, reduces its weight (because of the absence of cables), and increases its reliability. Only the LPWAN reception terminal 3 is connected to the airplane network. Thus, only the LPWAN reception terminal 3 needs to be integrated in the airplane network, which requires difficult certification work.
- measuring equipment 2 can be installed in the aircraft without disturbing external equipment, and this can be done without any need to investigate in detail the impact on all of the external equipment that might potentially be concerned by RF energy being transmitted in the predetermined 863 MHz-928 MHz frequency band.
- LPWAN signals can be transmitted only in the second mode of operation, when the aircraft is in the aircraft parking stage. It should be observed that, even if a failure should occur in the first operation detection means 12 or in the second operation detection means 18 , thereby preventing deactivation of the transmission of LPWAN signals while the aircraft is in a stage of flight corresponding to the first mode of operation, transmission is nevertheless limited to a level that is less than the limits of the RTCA aviation standard DO-160 Section 21. Transmission therefore does not disturb external equipment.
- each piece of measuring equipment 2 is also relatively low, as a result of using LPWAN technology. Pieces of measuring equipment 2 are thus obtained that present an operating lifetime that is considerable, without any need to make use of an independent power source that is particularly expensive or bulky.
- each piece of measuring equipment is all identical in terms of hardware. That need not necessarily be true.
- each piece of measuring equipment could be fitted with a respective distinct sensor that depends on the application in which the piece of measuring equipment is to be used.
- the LPWAN reception terminal engages in unidirectional communication with the pieces of measuring equipment.
- This communication could be bidirectional, and the LPWAN transmitter of a piece of measuring equipment could be an LPWAN transceiver.
- the first mode of operation transmission of LPWAN signals by the measuring equipment is deactivated. It is entirely possible for a piece of measuring equipment to operate in only one mode of operation, and for the transmission of LPWAN signals not to be deactivated. It is possible to imagine deactivating transmission of LPWAN signals during stages of flight other than the stages mentioned.
- the independent power source comprises a battery with low leakage current.
- the energy harvesting means could transform the vibration generated by an engine into electrical energy that is used for powering a piece of measuring equipment.
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Aviation & Aerospace Engineering (AREA)
- Astronomy & Astrophysics (AREA)
- Computer Networks & Wireless Communication (AREA)
- Signal Processing (AREA)
- Manufacturing & Machinery (AREA)
- Transportation (AREA)
- Arrangements For Transmission Of Measured Signals (AREA)
Abstract
Description
-
- a sensor arranged to measure a parameter of the aircraft;
- an LPWAN antenna and an LPWAN transmitter arranged to transmit measurement data produced by the sensor to the LPWAN reception terminal;
- an independent power source that powers the piece of measuring equipment;
- a main cut-off member connected between the independent power source and the LPWAN transmitter; and
- a main control component arranged to monitor operating parameters of the LPWAN transmitter and to open and close the main cut-off member selectively as a function of the operating parameters.
Claims (9)
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
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FR1758213 | 2017-09-06 | ||
FR1758213A FR3070785B1 (en) | 2017-09-06 | 2017-09-06 | AIRCRAFT MONITORING SYSTEM |
PCT/EP2018/072194 WO2019048203A1 (en) | 2017-09-06 | 2018-08-16 | Aircraft monitoring system |
Publications (2)
Publication Number | Publication Date |
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US20200273264A1 US20200273264A1 (en) | 2020-08-27 |
US11354950B2 true US11354950B2 (en) | 2022-06-07 |
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US16/642,826 Active US11354950B2 (en) | 2017-09-06 | 2018-08-16 | Aircraft monitoring system |
Country Status (5)
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US (1) | US11354950B2 (en) |
EP (1) | EP3679554B1 (en) |
CN (1) | CN111052190B (en) |
FR (1) | FR3070785B1 (en) |
WO (1) | WO2019048203A1 (en) |
Citations (10)
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US4484283A (en) * | 1981-03-30 | 1984-11-20 | United Technologies Corporation | Aircraft roll-yaw fault protocols |
WO2002052818A1 (en) | 2000-12-22 | 2002-07-04 | Kobayashi, Satoko | Portable radio terminal |
US20100198514A1 (en) * | 2009-02-02 | 2010-08-05 | Carlos Thomas Miralles | Multimode unmanned aerial vehicle |
WO2013056136A1 (en) | 2011-10-14 | 2013-04-18 | Qualcomm Incorporated | Interference mitigation techniques for air to ground systems |
US20140241282A1 (en) * | 2011-11-04 | 2014-08-28 | Airbus Operations Gmbh | Monitoring the high-frequency ambient parameters by means of a wireless network in an aircraft |
US20140316616A1 (en) * | 2013-03-11 | 2014-10-23 | Airphrame, Inc. | Unmanned aerial vehicle and methods for controlling same |
US20170129603A1 (en) * | 2015-11-10 | 2017-05-11 | Matternet, Inc. | Methods and systems for transportation using unmanned aerial vehicles |
FR3045905A1 (en) | 2015-12-21 | 2017-06-23 | Sagem Defense Securite | METHOD FOR MONITORING THE AGING OF A LANDING TRAIN OF AN AIRCRAFT |
US20180118376A1 (en) * | 2016-11-01 | 2018-05-03 | Textron Aviation Inc. | Remote aircraft preflight verification |
US20190063678A1 (en) * | 2017-08-22 | 2019-02-28 | General Electric Company | Method and apparatus for determining lubricant contamination or deterioration in an engine |
Family Cites Families (2)
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SE531980C2 (en) * | 2008-01-17 | 2009-09-22 | Avtech Sweden Ab | Flight control procedure as well as computer programs and computer program product to carry out the procedure |
CN105187723B (en) * | 2015-09-17 | 2018-07-10 | 深圳市十方联智科技有限公司 | A kind of image pickup processing method of unmanned vehicle |
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2017
- 2017-09-06 FR FR1758213A patent/FR3070785B1/en not_active Expired - Fee Related
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2018
- 2018-08-16 EP EP18753193.4A patent/EP3679554B1/en active Active
- 2018-08-16 US US16/642,826 patent/US11354950B2/en active Active
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Also Published As
Publication number | Publication date |
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CN111052190A (en) | 2020-04-21 |
CN111052190B (en) | 2022-03-22 |
EP3679554B1 (en) | 2021-11-17 |
WO2019048203A1 (en) | 2019-03-14 |
US20200273264A1 (en) | 2020-08-27 |
EP3679554A1 (en) | 2020-07-15 |
FR3070785B1 (en) | 2019-09-06 |
FR3070785A1 (en) | 2019-03-08 |
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